Aircraft bomb equipment



May 29, 1945. E. 1. FENTON AIRCRAFT BOMB EQUIPMENT Filed Sept. 19, 1941 2 Sheets-Sheet l- Patented May 29, 1945 UNITED STATES PATENT OFFICE AIRCRAFT BOMB EQUIPMENT mu Irvin Fenton, Los Angeles, Calif.

Application September 19, 1941, Serial No. 411,501

This invention relates to aeronautical bomb equipment and it is a general object of this invention to provide a practical, effective bomb mechanism by means of which a bomb or explosive charge carrying element may be suspended from an aircraft to be brought into contact with or to be grappled with an enemy craft to destroy or disable the same.

Another object of this invention is to provide means useful on pursuit craft, fighter craft and the like, operable to suspend a bomb or explosive charge carrying element from the craft when in flight to be brought into contact with or to be entangled with an enemy craft or other objective to destroy the same.

Another object of this invention is to provide apparatus of the character mentioned by means of which the bomb or explosive element may be suspended any selected distance from the aircraft at the required or wanted time and in which the explosive element may be returned to the carrier craft in the event it proves unnecessary or in the event contact is not made with the enemy aircraft or other objective.

Another object of this invention is to provide an apparatus of the character mentioned in which the bomb or explosive charge carrying element is of such design that it remains suspended below the aircraft with which it is associated even though said craft may be traveling at a high rate of speed.

Another object of this invention is to provide an apparatus of the character referred to embodying a safety means for releasing the reel which carries the suspension line of the bomb or explosive element when the line becomes entangled with or is forcibly contacted by the enemy aircraft or other objective. The safety means releases only upon the line being subjected to a heavy strain resulting from the contact of the line or bomb, or both. with the enemy plane, or other objective, thus insuring the most effective engagement of the line and explosive element with the enem craft and permitting the line to wrap or swing about parts of the enemy craft to bring the explosive charge element or bomb into contact therewith. The release of the spool or reel prevents injury to the mechanism which may remain as -a permanent installation on the aircraft.

A further object of this invention is to provide an apparatus of the character mentioned embodying novel means for automatically racking or retaining the bomb or explosive charge carrying element in position at the under side of the craft for subsequent use when returned or reeled in after being suspended by its line.

The various objects and features of my invention will be fully understood from the following detailed description of a typical preferred form and application of my invention, throughout which description reference is made to the accompanying drawings, in which:

Fig. 1 is a perspective view showing the bomb or charge carrying element suspended from its carrier aircraft in position to strike or grapple with an oncoming enemy craft. Fig. 2 is an enlarged perspective view of the bomb or charge carrying element in flight or suspended [by its line. Fig. 3 is an enlarged longitudinal vertical detailed sectional view of the line handling mechanism and the bomb racking and control means of the invention. Fig. 4 is a fragmentary plan view of the equipment illustrated in Fig. 3. Fig. 5 is a sectional view illustrating the loop or ring for cooperating with the suspension members of the bomb, being a view as indicated by line 55 on Fig. 3. Fig. 6 is an enlarged vertical detailed sectional view taken as indicated by line B--6 on Fig.

- 3 and Fig. 7 is a fragmentary side elevation illustrating the bomb or charge carrying element in its normal position at the under side of the aircraft.

The present invention may be embodied in forms for use on aircraft of various types and may be modified considerably to suit it for given applications and installations. In the drawings I have illustrated a typical form of the invention installed on an aircraft A of conventional design, it being understood that the present invention is not to be construed as limited or restricted to the specific form or application herein described, but is to be taken as including any features or modifications that may fall within the scope of the claims.

The apparatus'of the invention may be said to comprise, generally, a bomb or explosive charge carrying element 10, a suspension line I I for the element l0, line reeling or handling means l2 for reeling in the line H and for controlling the unreeling of the line and control elements and safety features associated with the means l2, the functions and details of which will be later described.

The bomb or explosive charge carrying element l0 may, in accordance with the broader aspects of the invention, take various forms and may be modified in character to adapt it for given uses. .As illustrated, the bomb or element It! comprises an elongate torpedo-like shell or body I3 oi streamline design tapered longitudinally to have pointed forward and rearward ends. It may be considered that the body I3 is round in transverse cross section, although this shape may be varied as required. The bomb or element I is provided at its tail or rear portion with a plurality of stabilizing rudders or fins I4 to prevent the element from turning about its longitudinal axis and for holding it on a straight forward course when suspended from the moving craft A In the drawings there are four fins I4, two lying in la generally horizontal plane and two disposed in a generally vertical plane. The invention provides means for holding or maintaining the bomb or element I0 below the aircraft A even though the latter may be traveling at a very high speed. Wings or blades I5 project from opposite sides of the bomb body I3. The blades I5 are pitched, that is, they lie in planes which slope downwardly and forwardly relative to the longi tudinal axis of the torpedo-like body I3. The pitch of the blades I5 tends to cause the charge carrying element I0 to nose down .and counter.- acts or overcomes the tendency for the element I II to trail behind the rapidly moving. aircraft A The size and pitch of the blades I-5 maybe related to the size and weight of the element In and the intended or probable-speed of travel to hold the element I0 substantially directly below the aircraft A. The explosive charge carrying element I0 may be such that it explodes upon contact or impact, in which case it may be considered that the nose I5 of the body I3 carries cap means, or the like, for setting off the charge upon contact or, if desired, the element I 0 may have a a timing mechanism to explode a given time after being lowered from the aircraft A.. The present invention is not primarily concerned with the details of the charge or the charge firing means of the element I'ILas these details are well known to those-skilled in the art.

The line H serves to suspend the explosive charge carrying element H from the aircraft A when the element is to be put into use. The line II is an elongate flexible member such as a wire, cable, :or the like. The lengthof the line Il may be varied with different intended uses of the apparatus but, in most cases, it is preferred to make the line II of substantial length so that the explosive charge carrying element It may be .low-

ered a considerable distance from the aircraft A to lessen the possibility of injury to the aircraft A which may result .from an explosion of the element I0 or from the weapons of the enemy craft. In accordance with the invention, the line I I has high tensile strength. For example, where the about the engaging part of the 'aircraft B. It is preferred to employ a line I I of minimum diameter and of minimum weight with the required or desired tensile strength in order to reduce the size of the reeled line and to reduce the weight of the equipment. to aminimum.

It is preferred to provide means for coupling or connecting the line H with the element Ill in .sucha way that the element will remain stabilized and in a generally horizontal forwardly projecting position when closely coupled with the With the Shaft 2|.

aircraft A and to remain in the flight position when suspended by means of the line I I. While various means may be employed to connect the line II with the element I0 I have illustrated a simple structure comprising a series of guy members or cables II- attached to the element III and have shown the line II secured to these cables. As best illustrated in Fig. 2 of the drawings, there may be a cable I! secured to the body I3 adja- 'rying element II] has no tendency to nose up or nose down or to turn about its longitudinal axis when suspended from the line I I.. In most cases it will he found desirable to provide suspension members or cables I'I on the forward portion of the element I-D.

The-line controlling-and spooling means I2 is mounted on the craft A preferably being positioned at the under side of aircraft. The means I2 includes a suitable supporting frame I8 of tubing, or the like, fixed to the aircraft A. In practice, the frame I8 may. be mounted in a pocket in the body or fuselage of the aircraft 1A. The frame I 8, as illustrated, is a generally rectangular structure andis open at its several sides. A block or disc I9 is fixed in the upper portion of the frame I8 and has a longitudinal 'or axial opening carrying a freely rotatable shaft 2I. The shaft 2| is held against endwise movement by pins 22 in the hub of the disc I9 cooperating with a groove in the shaft. The shaft 2I extends rearwardly beyond the disc I9 and a suitable universal joint 23 connects the rearwardly projecting part of the shaft with the reel shaft or spool shaft 24. The shaft 24 is formed with or carries a cone 25. ,The cone 25 tapers or convergesrearwardly to a stub shaft portion 26. A plurality of spaced longitudinal keys or splines 21 is provided on the cone 25. A reel or spool 26 i removably slid forwardly .on the cone 25 and its internal surface. is shaped to conform to the tapering cone. Keyways or grooves 29 in the interior of the spool 28 receive the splines .2! so that the spool is held against rotation relative tothe cone and shaft 24. The line II is reeled on the spool 28 and passes downwardly to the element ID, as will be. more fully described. It may bepreferred to provide a guide pulley or roller 30 in the lower portion of the frame I8 to direct or guide the down wardly extending line II.

Releasable safety means is provided to initially and normally support the rear end of the spool shaft 24 where the spool and shaft 24 are aligned This safety means is releasable by a heavy pull on the line II such as may result from the engagement of the line II with the enemy craft B and allows the spool to become detached from the mechanism to prevent injury to the permanent equipment. The frame I8 carries a support or bracket 34 having a forwardly facing socket 32 for receiving the stub shaft 26. The lower portion of the bracket 3| is forked or yoked and is open to the under side of the socket 32. A latch 33 is arranged in the yoked portion of the bracket 3I' and is pivotally supported by a substantially horizontal pivot pin 34. The latch 33 is provided with an upper face 35 serving to carry or support the stub shaft 26, the surface constituting the lower wall of the stub shaft socket 32. A lever 36 projects rearwardly from the latch 33 and a spring 31 is connected between the lever 36 and a suitable part of the frame I6.

- I have shown the lower end of the spring 31 secured to an adjustable anchor 9. The spring 31 is under tension and serves to hold the latch 33 in the position where its surface 35 maintains or supports the stub shaft 26. The shaft supporting face 35 is adjacent the pivotal axis of the latch 33 and the lever 36 and the spring 31 are proportioned so that a heavy force is required to overcome the spring 31 and permit disengagement of the stub shaft 26 from the latch. In practice, a downward force of say 1000 pounds transmitted from the stub shaft 26 to the surface 35 may be required to swing the latch 33 downwardly and rearwardly to permit the stub shaft to swing free of the latch. The rear end of the stub shaft 26 is preferably rounded and the forward end of the latch 33 is similarly rounded so that the stub shaft may swing clear of the latch when the force on the line H overcomes the spring 31.

Means may be provided for guiding the spool 26 clear of the means |2 when the yielding support or latch 33 is released as above described. A chute or guide member 36 curves downwardly and forwardly from adjacent the upper nose portion of the yielding support or latch 33 and continues downwardly to adjacentthe guide roller 30 for the line H. When the yielding support or latch 33 swings downwardly and rearwardly under a heavy force transmitted by the stub shaft 26 the cone 25 and the spool 26 swing downwardly and forwardly while they continue to rotate, assuming there is a pull on the line H which tends to cause rotation. This action is permitted by the universal joint 23. The guide member 36 directs the spool 26 downwardly and prevents it from fouling with the frame l6 or other parts and the spool is allowed to fall or pass clear of the frame, etc.

The means l2 further includes a brake mechanism associated with the shaft 2| to control or resist unwinding of the line I and lowering of the element Ill. The above mentioned disc l9 forms one element of the brake means having a forwardly directed annular braking surface 46 which may be provided with suitable friction material. A shiftable brake disc 4| has a similarly formed and equipped surface 42 for cooperating with the surface 40. The disc 4| has a hub 43 slidably connected with the shaft 2| by splines 44. A ring 45 is rotatably received in an annular groove in the hub 43. Pins 46 are fixed to the ring 45 and pass rearwardly through openings in the disc l9. Heads 41 are provided on the rear ends of the pins 46 and springs 46 are arranged under compression between the heads 41 and the rear face of the disc I9. The springs 46 serve to urge the brake disc 4| rearwardly to maintain the braking surfaces 40 and 42 in cooperation to resist or prevent rotation of the shaft 2| and the spool 26.

The spring held or spring actuated brake means just described may be such that it offers substantial resistance to rotation of the spool 26. In a typical case the brake means may resist a pull on the line H up to a maximum pull of 500 pounds, this being less resistance than offered by the yielding support or latch 33 so that where there is line remaining on the spool 26 the brake means may merely resist, or offer a drag to, a pull on the line H of a magnitude greater than 500 pounds. With a pull on the line H of between 500 and 1000 pounds the line may unreel from the spool 26 but is resisted by the action of the spring actuated brake means.

Manual means is provided for releasing the brake to allow free or controlled unreeling of the line H and lowering of the element l9 and to provide for reeling in of the line H and the explosive charge carrying element Ill. The brake releasing means includes a fork 49 pivotally supported in the frame It by a pivot pin 50 and having spaced fingers 5| for cooperating with the heads 41 of the pins 46. A lever 52 is provided on the fork 49 and projects from the frame I6 to be accessible for manual operation. When the lever 52 is moved rearwardly the springs 46 are compressed and the brake disc 4| is shifted forwardly. This disengages or partially disengages the braking surfaces 40 and 42 to permit rotation of the spool 28 for the unreeling of the line H or for reeling in the line H, as the case may be.

The means for reeling in the line H and the explosive charge carrying element l0 includes a shaft 53 rotatably supported by a bearing 54 carried by a front member 55 of the frame l6. A suitable operating handle or crank 56 is fixed on the forward end of the shaft 53. A clutch disc 51 is slidably but non-rotatably connected with the shaft 53 by splines 58 and opposes the forward side of the brake disc 4 I. A head 59 on the shaft 53 limits the rearward movement of the disc 51. The brake disc 4| and the clutch disc 51 have cooperable opposing surfaces 60 which may be provid with friction material. A spring 6| surrounds t e shaft 53 and is arranged under compression between the bearing 54 and the hub of the disc 51 to yieldingly hold the disc in its rearward position against the head 59 for engagement by the brake disc 4|. When the brake disc 4| is released from the stationary disc l9 the forward movement of the brakedisc 4| may carry its surface 60 into cooperation with the surface 60 of the clutch disc 51 so that rotation of the crank 56 may reel in the line II. This operation will be later described in more detail.

The apparatus preferably includes a control for automatically racking or positioning the charge carrying element It when the same is reeled back to the aircraft A. This control includes an elongate tube 62 provided at its upper end with a bearing 63 which pivotally and slidably rides on a transverse lower member 64 of the frame IS. The lower end of the tube 62 has a tubular guide bushing 65 and a rod 66 slidably passes through the bushing 65. The rod 66 is preferably polygonal and fits a correspondingly shaped opening in the bushing 65. A tubular guide 61 is fixed within the tube 62 to slidably guide the upper portion of the rod 66. A head or stop 68 is fixed to the rod 66 and is engageable with the inner end of the bushing 65 to limit the outward movement of the rod; A spring 69 is arranged under compression between the guide 61 and the stop 66 to yieldingly urge the rod 66 to its outermost position illustrated in Fig. 3.

A line receiving ring 10 is fixed on the outer end of the rod 66. The ring 10 has a gap H in its upper side to receive the line H; The ring I0 cooperates with the guy members or cables I! of the element ID as will be later described. A handle 12 is secured to the upper end of the tube 62 so that the tube may be swung between aposition such as illustrated in Fig. 3 and a retracted position clear of the line II and the guide member or chute 38 and-so that'the tube 62 may be slid or shifted along the member 64 to bring the ring HI into alignment with the line 11. When the line II is reeled in by rotation of the crank 56 the tube 62 is positioned substantialiy as shown in Fig. 3 and when the element in approaches the aircraft A the guy cables I! contact the ring 10. The upper portions of the convergent guy cables I! enter the ring 'IOand the contact or engagement shifts the rod '66 upwardly against the spring 69.

The invention preferably includes a safety control for limiting or stopping reeling in of the line II and upward movement of the element I when the guy cables I! contact the ring "Ill and shift the same upwardly as just described. This safety control includes a latch 13 for releasably latching the fork 49 in a position where it holds the brake disc '41 released from the stationary disc is and in cooperation with the clutch disc 51. The latch I3 is pivotally mounted in the frame I8, by a pivot pin 14, to cooperate with a face 15 on the fork 49. A spring I6 urges the latch 13 to the position where it cooperates with the face I5. When the fork 49 is moved to the position illustrated in full lines in Fig. 4 to release the brake and .to engage the clutch for reeling in of the line II, the latch I3 cooperates with the face 15 to retain the fork 49 in this position.

'The latch "I3 is automatically released when the explosive carrying element I0 reaches its correct position at the under side of the aircraft A. A lever I1 is pivotally mounted on the upper portion of the tube 62 and extends inwardly through a slot in the tube to be engaged by the rod 66 when the latter is moved upwardly by the contact of the guy cables I! with the ring Ill. A suitable guided and protected wire 18 is connected with the outer end or arm of the lever 11 and extends to an arm on the latch 13. When the charge carrying element In approaches its correct position at the under side of the aircraft A the guy cables I! engage the ring to. move the rod 66 upwardly. The upper end of the rod engages and pivots the lever 11 pulling the wire I8. The pull on the wire I8 pivots the lever 11 to its released position clear of the surface and the springs 48 return the fork 49 to its normal position and bring the brake disc 4| against the stationary disc I9 to stop rotation of the spool 28 and thus position and hold the element In in the correct racked position.

In the use or operation of the apparatus the element III is initially set in the position illustrated in Fig. 7 of the drawings where its cables IIfhold the ring II! and the rod 66 in their uppermost positions. In this connection it will be observed that the tube 62 may swing to a substantially upright position and that the spring 69 exerts a stabilizing force on the cables I! to hold the element I0 steady. The plurality of cables I! engage in the ring 10 to further stabilize and steady the element Ill, The means I2 is in the condition illustrated in Fig. 3 with the brake disc M in cooperation with the stationary disc I9 to hold the element In in'its racked'position. With the parts in this condition the aircraft may take off and may be operated in the usual way without danger of displacing the bomb or element I0.

' When the aircraft A comes to a position where it may flyabove an enemy craft B, either traveling in the same direction or in the opposite direction, it is maneuvered to pass directly over the craft. Prior to the time when the aircraft n passes over the enemy'craft .B, or other objective, the handle or lever 52 is operated to pivot the fork 49 and release or partially release the broke.

The brake disc 4| may be shifted forwardly a sufficient extent to allow the line II to unreel from the spool 28 under the weight of the element Ill. The explosive carrying element I 0 may be allowed to lower the required distance where it will either strike the enemy craft B or will be a selected distance below the enemy craft :or objective. The lever 52 may be returned to the position where the brake is set. The pilot of the aircraft A may maneuver the same to bring the element I0 into contact with the objective or en emy craft B. If this occurs the element I0 explodes to destroy or disable the enemy craft. The aircraft A may be maneuvered to cause the line H to be struck by a part of the objective or enemy craft B some distance above the element It so that the element will be swung up to directly contact the enemy craft and explode, to destroy or disable the enemy craft. In the event that neither the element I0 nor the line II contacts the objective it may be desired to leave the element I 0 suspended from the aircraft A for a second attempt to contact with the objective or for contacting another objective. In this connection it is to be observed that the fins or blades I5 overcome the tendency for the element ID to trail behind the aircraft A and hold the element It below the aircraft in position for use.

In the event the line I I is struck by or tangled with the objective or enemy craft B as above described, the line may be subjected to a heavy tensile strain. In some cases this tensile strain may only be sufiicient to overcome the resistance offered by the brake means, in which case, the spool 28 will rotate against the resistance offered by thebrake to relieve the strain. In other cases, the strain may be of greater intensity and may be suihcient to overcome the'spring 31. In this case, the yielding support or latch 33 pivots downwardly to allow the spool shaft 24 and the spool 28 to swing downwardly and forwardly. The spool 28 is free to slide from the cone 25. Thus, a heavy strain which may injure the'eqmpment results in the release of the spool 28 saving the equipment from harm. It is to be observed that the line I I is sufficiently strong to withstand strains of greater value than those which will release the spool '28.

In the event the attempts to contact the enemy craft of objective with the line II or element ID are unsuccessful the element I0 should be returned to its racked position at the under side of the aircraft A. To accomplish this the tube 62 is brought to a position such as shown in Fig. 3 and the lever or handle 52 is swung to the position where the brake disc M is released from the stationary disc I9 and is brought into contact with the clutch disc 51. The brake disc may be moved forwardly sufficiently to fully clear the stationary disc I9 and to cause retraction of the clutch disc 51 againstthe action of the spring BI, the spring 6| serving to maintain a desirable clutching engagement between the discs '4I and 51. The crank 56 'is then operated to reel in the line II on the spoon 28. As above described, the latch I3 will automatically retain the fork 49 in the position where the brake disc 4| is released from the stationary disc I9 and is held in clutching engagement withthe clutch disc 51;

The line H is reeled in until the guy cables I! engage the ring 10 and shift the ring 10 and rod 68 upwardly so that the rod shifts the lever 11. Plvoting of the lever 11 results in release of the latch 13 and the brake disc 4| is automatically brought into braking engagement with the stationary disc 19 to stop the spool 28 in the position where the element It! is correctly racked or retained under the aircraft A. The apparatus is thus returned to its normal condition and is ready for re-use.

Having described a typical preferred form and application of my invention, I do not wish to be limited or restricted to the specific details herein set forth, but wish to reserve to myself any variations or modifications that may appear to those skilled in the art or fall within the scope of the following claims:

Having described my invention, I claim:

1. In apparatus for use on an aircraft having an explosive charge carrying element, a flexible line for suspending the element and a spool for the line, means rotatably mounting the spool on the aircraft, releasable brake means for controlling rotation of the spool, releasable to allow the line to spool out and the element to lower from the aircraft, releasable means for holding the brake means in the released condition, means for rotating the spool to reel in the line, and means for automatically releasing said releasable means to make the brake means effective when the element has been returned to its original position.

2. In apparatus for use on an aircraft having an explosive charge carrying element, a flexible line for suspending the element and a spool for the line, the combination of, a shaft carried by the aircraft for receiving and holding the spool so it is readily detachable therefrom to release the spool from the aircraft, manually controllable means for allowing rotation of the spool to permit lowering of the element and to stop rotation of the spool with the element in selected positions, and means normally preventing detachment of the spool releasable by a strain on the line of a value less than that required to break the line.

3. In apparatus for use on an aircraft having an explosive charge carrying element, a flexible line for suspending the element and a spool for the line, the combination of, a shaft carried by the aircraft for receiving and holding the spool so it is readily detachable therefrom to release the spool from the aircraft, manually controllable means for allowing rotation of the spool to permit lowering of the element and to stop rotation of the spool with the element in selected positions, the manually controllable mean allowing rotation of the spool when the line is subjected to a heavy strain, and means normally preventing detachment of the spool releasable by a strain on the line greater in value than that required to cause rotation of the spool when said manually controlled means is holding the spool against movement 4. In apparatus for use on an aircraft having an explosive charge carrying element, a flexible line for suspending the element, a spool for the line and means rotatably mounting the spool on the aircraft, the combination of, releasable brake means for controlling rotation of the spool, releasable to allow the line to spool out and the element to lower from the aircraft, a releasable latch for holding the brake means in the released condition, means for rotating the spool to reel in the line, a lever operatively connected with the latch, a movable member for operating the lever to release the latch, and a part on the line adjacent said element for operating the lever to make the brake means effective when the element has been returned to its original position.

ESTIL IRVIN FENTON. 

